Rotary engine.



1. mnew ea mix. 29, 190

4 Sheets-Sheet I.

(No Model.)

k V v a .iwJ

Nu. 7|l,952.

Patented Oct 28, I902. H. T. DUNN.

ROTARY ENGINE.

(Ap led Jan. 18, 190 Renewed Mar. 29, 1902) animal.) 4 Sheets$heet 2.

.17 w 9 1 "H e o I l L 0 Q 6 8 I. I I O %"930: I l E {Z I] H In x I o P%4i 9 0 HI No. 7||,9s2. Patented Oct. 28, 1902;

u. T. 0mm.

ROTARY 'ENGINE.

(Application filed Jan. 18, 1901. Renewed Mar. 29, I902.)

(No Model.) 4 Sheets-Sheet 3.

2 n W 8 2 c o B t n e t a P E N N.- E N E .Y R A T HO R Z 5 N I(Application filed Jan. 18, 1901. Renewed Mar. 29, 1902.)

4 Sheets-Sheet 4.

(No Model.)

UNITED STATES PATENT Trice.

HUGH THOMAS DUNN, OF NEW YORK, N, Y., ASSIGNOR OF ONE-HALF TO BENJAMINA. JACKSON, OF NEW YORKQ N. Y.

ROTARY ENGINE.

SPECIFICATION forming part of Letters Patent N 0. 711,952, dated October28, 1902. Application filed January 18, 1901. Renewed March 29, 1902.Serial No. 100,590. (No model.)

To all whom it may concern: close the lubricating-groove. Fig. 2 isaver- Be it known that I, HUGH THOMAS DUNN, a tical longitudinal viewwith the cylindercitizen of the United'States of America, residhead,shaft, and flange removed. Fig. 3 is a ing in New York city, in thecounty and State vertical transverse section through the entire 55 ofNew York, have invented certain new and machine. Fig. 4 is a detail ofone of the pisuseful Improvements in Rotary Engines, of ton and slidingcam-plates. Fig. 5 is a detail which the following is a specification.showing the manner of packing employed in My invention relates toimprovements in the piston. Fig. 6 is a detail showing the rotaryengines, and more particularly to that grit-traps and connected parts.Fig. 7 is a 60 class known as eccentric-piston rotary endetail of asection of the cylinder, showing gines, the object being to produce amachine the grit-traps and bridges. Figs. 8 and 9 are of this characterwhich is capable of effecting views in plan and side elevation,respectively, better results, as well as one in which the luof themanner of compounding several enbricating system is superior to anyheretogines of my improved construction. Fig. 10 '65 fore known. is amodification of my cam-plate. Fig. 11 is A further object is to providea means a detail of the bearing-block or bridge-packwhereby to collectand accumulate refuse in ing, and Fig. 12 is a detail sectional view ofthe shape of dirt and other injurious matter a portion ofthe'lubricating system. which may gain entrance to the engine at Arepresents the cylinder-band of the en- 20 points where they may beeasily and quickly gine. This is provided with the usual boltremoved.holes 1 to receive bolts 4; in the cylinder-heads Another objectconsists in the improved 3, suitable packing being placed between themanner and arrangement of packing emcylinder and heads. This band is ofa peculployed whereby the escape of power is preiar construction, beingapproximately heart- 25 eluded, which packing when worn out may shapedor like a cylinder, the top portion of be replaced with lesstrouble andlabor than which'is flattened. The usual pipes 5 and 6 hitherto, and itis so located as to secure the afford an extrance and exit,respectively, for vital places, where power would otherwiseesthe motivepower employed to operate the encape. gine. This cylinder is supportedby means 0 My improvement is more easily adapted to of a standard 7,cast integral therewith. Gritbe connected with similar devices in whatis traps S 8 are formed transversely across the commonly known ascompoundingthat cylinder-band from side to side at suitable is, tocombine several machines-whereby intervals; These grit-traps consist ofdeep greater power is gained and more work acgrooves generally circularin cross-section 5 complished and yet at the same time the moand openinginto the interior of the cylinder tive power employed to drive saidengines through narrow passages. Situated at suitbeiug used in aneconomical manner, ashereable distances across these passages areinafter more fully described. bridges 9 9, countersunk in the cylinder-A further object is the provision of imband, so that their surfaces arein the samego 0 proved bridge-packing between the inlet and curvedsurface as the interior of said cylinexhaust pipes, whereby the escapeof motive der and form continuations thereof across power around thecylinder is entirely obvisaid passages. The bridges are set at ananated, together with certain novel COHSlJIUC- gle to each other as aprecaution against the tions of the sliding cam-plates and connectedpassage of dirt thereacross. The grit-traps 5 parts and other featuresand combinations of obviously are designed to catch and'retain parts, aswill be more fully described hereinany dirt or other foreign matterwhich if not after and particularly set forth and pointed caught andremoved would tend to scratch out in the claims. or otherwise injure theband or working parts In the accompanying drawings, Figure 1 is of themachine. The bridges across said. too 50 a perspective view of my enginewhen fully traps prevent the cam-plates from catching assembled, showingparts broken away to distherein. At each end of said bridges shallowgrooves 10 10 are formed. These grooves meet at an angle the apex ofwhich is at the ends or heads of the bridges 9 9 and lead therefrom tothe grit-traps. These shallow grooves prevent dirt from crossing thebridges and conduct it instead to the grit-traps. The

lower grit-trap is provided with a drain-cock 15, whereby to drawofffluid accumulating in the cylinder.

At the top and in the body of the band an offset 17, containing atransverse recess or chamber 11,is formed,which recess opens into thecylinder. This recess is of a general wedge shape, with its narrowestportion opening in the interior of the cylinder-bands. A block offrictionless metal is received and held tightly in the chamber 11, theblock conforming in size and shape with the interior dimensions of thechamber, this frictionless bearing being suitably curved on its inner orlower faces to conform to the curve of the piston against which itbears, firmly providing an abutment which prevents the steam frompassing from the inlet to the exhaust pipe directly without exercisingits energy to propel the motor. The distance between this bridge and theexhaust-pipe 6 is the same as between said dividing-bridge and theinletpipe 5. This bridge-packing just described is constructed as shownin detail Fig. 11 in order that a tight frictionless packing may be hadupon the revolving piston and one which will absolutely prevent theescape of motive power from the inlet to the exhaust pipe without firsthaving carried the piston around by exerting its force against thecamplates in the usual manner, which latter are thrust outward by thepressure of springs and against the tendency of which they are pushed inby the sidesof the cylinder-band. This friction-block is held firmly inthe recess in the dividing-bridge and cannot in view of the shape of therecess become loose, but is held rigidly in place.

Eccentrically of the cylinder the cylinderpiston B is located. Thispiston is provided with a transverse slot 18, extending from the outerplane radially to a point beyond the center of said piston. On eitherside of this slot screw'holes 19 19 are formed for the reception oftap-bolts 2O 20, which secure the piston to the flange 21, the latterprovided with bolt-holes therefor. This flange 21 is integral with andforms one end of the shaft 23. Thus it will be seen that the piston,flange, and shaft are made substantially integral with one another andrevolve together.

Annular grooves 24 24 are formed oppositely to one another in the sideedges of the cylindrical piston, said grooves being constructed in ageneral wedge shape, narrowing as they approach the longitudinal centerof the piston and their widest parts opening outward on the sides of thepiston. One side of these grooves is tapered to or nearly to the edge ofthe piston,while the other side of the grooves is straight. Thesegrooves'are connected with each other through the web of the piston bymeans of apertures 25 25,formed through the thin dividing-wall, andthese grooves give a general dovetail form to the piston when seen incross-section, as in Figs. 3 and 5. In these grooves an gularly-cutwedgeshaped packing rings 26 26 of some fric-' tionless metal are placedand so shaped and constructed as to fit together and be pressed outwardagainst the cylinder-heads, whereby to form an effectual packing andprevent the leakage of motive power. Blocks 27 27 are fitted in thebottoms of these grooves, and springs 28, extending through theapertures 25, operate to continually press the packingrings outward,forming a tight packing against the cylinder-heads at the outer rim ofthe piston. It will be seen that this arrangement of sectional-ringpacking allows for wear of the parts,which can be taken up by thepressure of the springs 25 against the packing-rings 26 26. By means ofthese peculiarly-shaped rings a better and more secure packing isobtained than anyheretofore in use and one which will take up any wearof the parts and may be easily replaced. It fits the groove completely,owing to its annular wedge-shaped construction, and because of this sameconstruction a large portion of the rings may be worn away, if not all,before the block 27 comes in contact with the cylinderhead, when it willbecome necesary to replace the packing. The angles at which the ringsare cut or formed into sections are set away from each other, whichadmits of a very tight and secure packing. The novel construction of thegroove adds to this and permits of the arrangement of the packing-ringsas shown and described, which is applied directly to that part mostnecessary to be protected.

The slot 18 in the piston is formed for the reception of the slidingcam-plates 29 29 and 30. These cam-plates are constructed ofangularly-cut wedge-shaped portions dovetailed together, forming theplates, as. shown in detail in the drawings. The plates are formed ofbronze or some other suitable material and are provided at their outerends with frictionless metal, which ends are rounded and bear againstthe cylinder-band A. These ends may be provided withantifriction-bearings 15, as shown in Fig. 10, if desired, and are widerthan the passages leading to the grittraps in order that they may passover more easily, as well as prevent the escape of motive power whilethe cam is passing over the grittrap. Oil-holes 31 31 are formed in thesides and ends of the said plates, whereby lubricant may have readyaccess to all parts thereof to avoid friction in any of the hearings orbearing-surfaces. Bow-springs 32 32, riveted at their ends, are placedin slot 18 and bear against plate 33, which is located against the rearends of said cam-plates, which latter are thus evenly forced outautomatically and continuously in contact with the cylinder-band. Thesides of the cam-plates bear against rollerbearings 34 34, set infrictionless metal located in recesses 35 35 in the piston B, where? bythe amount of friction between the sides of slot 18 and the plates 29 29is greatly lessened. In order-to avoid any liability of these cam-plateswedgin g before they extend to their full length after passing thedividingbridge 12, the area of the cylinder from the dividing-bridge toeach of the inlet and ex haust pipes is the same. These cam-plates allowa take up for any wear occurring in the parts, this wear being taken upby the springs 32 in slot 18. It will be noticed that cam-plate-3O isset oppositely to plate 29 29 and the whole plate connected bylap-jointstightly and compactly.

The cylinder-head 3 is provided witha central annular recess 36 for thereception of the flange 21 on shaft 23, which when in position liesflush with the inner surface of the head. A vertically-slotted aperture37, formed eccentrically of the head, admits the shaft 23, astuffing-box 38 and suitable packing being placed about the shaft at itsjuncture with the head to afford a bearing and prevent the escape ofmotive power. The stufi'ing-box is suitably secured to the cylinder-headand is provided with a verticallyslotted aperture 61 in exact alinementwith the slotted aperture 37 in the cylinder-head. The generalconformation of the stuffing-box is rectangular, and the shaft 23 of theengine is received in these vertically-slotted openings. On either sideof that portion of the shaft which is contained within the stuffing-boxbearing metal blocks 62' 63 are set. These blocks are cut angularly andfitted together, the adjoining edges provided with a kind oftongue-and-groove joint. The central blocks 63 are grooved on the faceswhich contact with the shaft 23 to conform therewith. Strong springs 6464 are placed in each end of the stuffing-box and by their tension causethe blocks 62' to press tightly against blocks 63, which in turn holdthe shaft'23 firmly against any vertical movement. A set-screw 65 entersthis stufiing-box from beneath, and locknuts 66 are screwed on thethreaded end of'the screwone on the inside and the other on the outsideof the stuflingbox. The inner locking-nut is provided with a plate orbroad bearing-surface 67 to support spring 64, and the tension ofthesprings, together with the position of the piston 13, flange 21, andshaft, may be adjusted so that the piston will bear firmly againstbearingblock 12 in the dividing-bridge 17 to prevent the escape ofpower. For this purpose the flange 21 of the piston is allowed somedegree of movement in the recess 36, which is larger than the flange.The springs 32 in recess 18 of the piston press the cam-plates 29 30outward to take up any space left by the adjustment of the piston. Thesebearing-blocks fit the stuffing-box so snugly as to prevent the escapeof power through the stufiing-box and out ofthe slot 61. A soft packing6 8,of asbestos or other suitable material,is placed between the blocks63 and around the shaft 23, whereby to form a completely-tight jointbetween the two blocks 63 and aiding to prevent the escape of anysubstance. Oil-holes extend partly through blocks 63 from the inneredges, and leading from the main duct smaller ducts 7O conduct thelubricant to the shaftbearing. Grooves 71 on the face of flange 21permit the lubricant to have access to the studing-box. of thesecylinder-heads, which holes register with the grit-traps S 8, andsecured therein are valves 39 39, which permit of the cleaning of saidtraps whenever desired. A lubricantgroove 40 is also formed in thecylinder-head and concentric with the shaft-opening 37, and an annularring 41,T-shaped in cross-section, is bolted over said groove, the stemof the T extending a little distance thereinto, suitable packing beinginterposed between to form a tight joint. Ducts 42 42 43 43 leadradially to and from said groove and open on the interior face of thecylinder-head. Oil is supplied to the engine by means of suitableoilcups 45 45 on either side of dividing-bridge 17. From this point itfinds it way to inletducts 42, the opening of which is located near thejunction of the piston and dividingbridge. Check-valves 46 46, held intheir seats in the lubricating-grooves 40 by means of springs 44, admitthe entrance of lubricant to the groove through inlet-ducts 42, butprevent its return therethrough. From this groove 40 the lubricant isdistributed to all parts of the engine by means of the ducts 43 43, theoil permeating to all bearings and tending to greatly lessen anyfriction. The stems 47 of these check-valves are held in holes made fortheir reception in annular castings 41, whereby to retain the valve inplace. There are four inlet-ducts and four checkvalves-two in eachcylinder-head and placed on either'side of the dividing-bridge 17, sothat the system will operate when the engine is revolving in eitherdirection. The construction of both cylinder-heads is similar.Consequently it is only necessary to describe one. The oil is used overand over again, having a regular circuit through the bearings, back intothe cylinder through the inlet-ducts to the groove, and out againcontinuously, the movement of the sliding camplates operating to forcethe lubricant along at each stroke. A governor may be attached toregulate the speed of the engine, if desired.

In compounding devices of this character I have invented the followingapparatus for connecting one engine to another, which apparatus issimple, cheap, and easily operated, besides facilitating theaccomplishment of the results desired in a most effective and novelmanner. In compounding enginessay in triplicate-4t has been found to bemost advantageous to place the smallest first,

.the next larger next, and the largest of all at the end, whereby thesteam or other mo- Holes are formed near the edges &

tive power after exerting its force in the first or smallest enginepasses on to the next with a diminished power, but has therein a largersurface upon which to act, and so in the third or largest engine. Ofcourse either more or less than three engines may be connected togetherin this manner, and I have shown threemerely as an example. It will beunderstood, of course, that the pistons must be set on the shafts sothat the sliding cam-plate is at the beginning of its stroke in thefirst engine, in the second engine it will have partly completed itsstroke, and in the third the cam-plate will be at the end of its stroke,and the constantly-increasing area in the size of the cam-plates allowsthe decreased power to exert the same amount of pressure against thelast cam-plate as was received by the cam-plate in the first engine,thus equalizing the pressure received by the cam-plates in all theengines. In order to lessen the friction as much as possible,antifriction-bearin gs can be placed in the shaft-bearings.

In my arrangement I provide a main pipe 48, conveying the power to theengines from any suitable source. by a throttle-valve 19, and agovernor-valve to regulate the speed may also be attached.

A system of piping connects the inlet and exhaust pipes of the firstengine to the ex haust and inlet pipes, respectively, of the secondmachine, and so on with as many engines as are compounded, the pipesalternating and intersecting one another at points intermediate of theengine and enlarging in size from the smaller to the larger, as shown.At these points of intersection fourway valves 50 51 are located, saidvalves provided with arms 53 54, pivoted at their free ends to areversing-lever 56, by means of which said valves are controlled. Itwill be seen that the pipe system conveying the steam or other motivepower from engine to engine combines into one pipe 57, which conveys theexhaust away, a three-way valve 52 being placed at the meeting-point ofthe pipes, thus controlling the exhaust. This valve is connected to thereversing-lever by an arm 55. A similar valve 58, provided with an arm59, connected to the reversing-lever, admits the power to the engines.By means of this construction the engines may be easily and quicklyreversed by means of lever 56, which when moved to one extreme positionwill admit the motive power to the inlet-pipes of all the enginesthrough valves 58, 50, and 51 and when moved to its opposite extremeposition will admit the power to the engines through theirexhaust-pipes, thus reversing the direction of their movement.Intermediate of throttle 49, by which the supply of power employed inrunning the compound engines is governed, and the valve 58 there isplaced a steam-chest 60, containing a slide-valve 61, adapted when in acertain position to close pipe 48. This slidevalve is operated by meansof a rod 62, connected at its free end to an eccentric 63, jour- Thispipe is governed naled on shaft 23. As the shaft revolves it will causethe reciprocation of the slide-valve in the steam-chest througheccentric 63 and rod 62, thus alternately opening and closing pipe 48,and in this manner the motive power is out 01f momentarily from theengines at any portion of their stroke, thus effecting a great saving inenergy, which is of first importance in engines of this type. In theevent that the slide-valve 61 should cover the steam-port in thesteam-chest I provide the auxiliary connection 72, which consists of aby-pass pipe, which connects with the main pipe 48 at a point betweenthe throttle-valve 49 and the steamchest and leading around thesteam-chest again makes connection with the main pipe at a point betweenthe steam-chest and valve 58. This by-pass is controlled by a valve 73.By means of this construction I can start the engines when theslide-valve covers the stea mport, and then when the engines are inrunning order I shut off. the by-pass by the valve 73 and permit theengines to operate through the main pipe by the slide-valve. Thus I canapply full power to the engines either to start them or at other timeswhen it may be deemed desirable. The steam or other motive poweradmitted to the engines before the interval during which the power iscut off by the slide-valve operates by its expansion to move the camsaround until the supply of power is again unimpeded. Thus it is seenthat the quality of expansion is utilized, as were the flow of poweruninterrupted live steam orother motive power would issue from theexhaust, as the energy contained in its expansive qualities would nothave time to be utilized. So it is to be noted that I make use of everyounce of pressure obtainable, and the use of my engine results ingreater economy than that of any other heretofore employed. A condensermay be used to obtain the full benefit of the power, if desired.

It will be seen from the foregoing that the device operates in a mostsimple and practical manner with the greatest possible economy and withless friction than any ever before devised. It can be used as anexplosive-engine, if desired, in which event it would be surrounded bywaterjacket, and in com pounding two or more the slide-valve would beomitted.

It is evident that slight changes other than those heretofore notedmight be made in the form and arrangement of the several parts describedwithout departing from the spirit and scope of my invention, and hence Ido not wish to restrict myself to the exact construction herein setforth; but,

Having thus fully described my invention, what I claim as new, anddesire to secure by Letters Patent, is-

1. The combination with a piston provided with annular wedge-shapedslots arranged oppositely to and connected with each other, of aplurality of rows of packing arranged in the slots, the packing soformed that each row will bear against the sides of the cylinder, andspring-pressed wedges located in the inner end of each slot for causinga direct outward pressure on the packing-rings.

2. The combination with a piston having annular, wedge-shaped slotsarranged oppositely to each other, of packing in said slots,

wedges located in the inner ends of the slots, the piston havingapertures at intervals of smaller size than the slots therethroughconnecting said slots at theirinner ends, springs in said apertures,said springs adapted to press against the wedges whereby to force thepacking outwardly against the cylinderheads.

3. The combination with a piston having a slot therein, of a pluralityof sectional packing-rings being angularly cut and disposed withreference to each other to entirely fill theslot and arranged to beforced equally outward against the cylinder-head.

4:. The combination with a piston provided with a radial groove, ofcam-plates located in said groove, said cam-plates provided withoil-holes therein, and springs seated in said groove for continuouslyprojecting said camplates from said groove and against the tension ofwhich, said cam-plates are adapted to bear.

5. The combination with a piston provided with a groove, of a set ofcam-plates located therein, the plates composed of a plurality of angularly-shaped sections, the adjacent edges of which are formed withlap-joints adapted to interlock with one another whereby the sectionsare mortised together, a flange to which the piston is removably securedand a shaft integral with the flange.

6. The combination with a piston having a groove therein, of cam-platesmade in wedgeshaped sections and angularly mortised together, thecam-plates located in the groove and provided with frictionless metal attheir outer ends.

7. The combination with a piston having a groove therein, and cam-platesreciprocating in the groove, of slots formed in the piston at an angleto the groove therein, frictionless metal set in the slots androller-bearings j ournaled in the frictionless metal, against whichbearings the cam-plates contact whereby they are enabled to slide freelyin and out of the groove.

8. The combination with a piston having a groove therein, of a singleset of plates located in the groove, the cam-plates composed ofangularly-shaped sections lap-jointed on their adjacent edges, wherebythe sections are mortised to each other, a spring seated in the groovebeneath the cam-plates, a pressureplate situated between the cam-platesand the spring against the respective sides of which plate and springthe cam-plates bear, the opposite end of the spring bearing against therear or inner wall of the groove in the piston, whereby the cam-platesare pressed upon evenly and forced outward by the tension of the spring.

9. The combination with a motor comprising a cylinder-band, a head, anda piston and cam-plates operating in the cylinder, of grittraps formedin the band, and means whereby access may be had to the traps to removetheir contents without dissembling the parts.

10. The combination with a motor, comprisin gheads, band and piston andcam-plates operating therein, of a plurality of grit-traps sunk in theinner surface of the band, bridges crossing the grit-traps at an anglethereto and means whereby accessmay be obtained to the grit-trapswithout dissembling the parts.

11. In a motor provided with a cylinderband and piston and cam-platesoperating therein, of grit-traps formed in the cylinderband, bridgesextending across the grit-traps, the cylinder having grooves therein,leading from the bridges to the grit-traps and means for obtainingaccess to the traps for cleansing or other purposes.

12. In a motor, comprising heads, band and piston and cam-platesoperating therein, of grit-traps formed in the band and means wherebyaccess may be had to the grit-traps for cleansing or other purposes, thecylinderband also provided with a recess and a bearing-block offrictionless metal snugly received in the recess, the block adapted tobe borne against by the piston whereby to form a tight joint.

13. The combination with a cylinder-head having a groove therein, ofducts leading to said groove from the interior face of the cylinder-headand valves controlling said ducts.

14. The combination with a cylinder-head having an annular groovetherein, of a band closing said groove, ducts leading from the interiorface of the cylinder-head to said groove, and a valve located in saidgroove and bearing against said band to control the lubricant-supply toand from the groove.

15. In a motor, the combination with heads, band and piston andcam-plates operating therein, of grit-traps formed in the band andvalves in the cylinder-head, the valves communicating with thegrit-traps whereby access may be had thereto for cleansing or otherpurposes. V

16. The combination with a cylinder-band having grit-traps therein, anda dividingbridge, of a piston provided with sliding cam-- operatingtherein, of grit-traps formed in the band, bridges across the grit-trapsand means on the cylinder-head whereby access is had to the traps forcleansing or other purposes.

IIO

18. The combination, in a motor, with a shaft, of a stu thug-boxsurrounding the shaft, a plurality of bearing-blocks superposed uponeach other in the stuffing-box, means for antomatically and yieldinglyholding the blocks in contact with the shaft, the blocks being soarranged and shaped with relation to the shaft and to each other as toadmit of their being packed closely together and yet allow a slight playwith reference to each other. r

19. In a motor, the combination with a cylinder-band, a dividing-bridgelocated therein a piston, a shaft provided with an integral flange, theflange secured to the piston, a stuifing-box surrounding the shaft,angularlycut, wedge-shaped plates located in the stuffing-box on eitherside of the shaft, means for automatically and yieldingly holding theblocks in contact with the shaft, means for effecting an adjustment ofvthe shaft and thereby adjusting the position of the piston in the engineand lubricating means for the shaft.

21. The combination with a plurality of rotary engines arranged ingraduated sizes,

the smallest one first, the next largest next and so on, whereby thesteam may act upon gradually-increasing pistons and cam-plates as itsmotive power diminishes, pipes alternately connecting the inlet andexhaust ports of each engine with those of the next and valves locatedat the intersection of the connecting-pipes, the valves connected witheach other whereby the direction of motion of the engines may besimultaneously reversed, of means for controlling the original supply ofmotive power to the first of the engines, a steam-chest located betweenthe governing means and the first of the valves, a reciproeatingslide-valve in the chest, an eccentric on the engine-shaft and a rodconnecting the slide-valve and eccentric whereby the supply of power tothe engines is intermittently interrupted.

22. The combination with a plurality of engines, having exhaust andinlet ports, of a system of pipes connecting alternately these ports,valves at the intersections of said connecting-pipes,said valvesprovided with arms, a lever to which said arms are pivoted and by whichthe valves are controlled whereby to admit steam or other motive powerto either the exhaust or inlet ports of the engines as desired, meansfor governing the original supply of power to said engines and means forintermittently interrupting said supply of power, the last-named meanslocated be tween the governing means and the first reversing-valve. I

23. The combination with a plurality of rotary engines, pipesalternately connecting the inlet and exhaust ports of each engine withthose of the next, the pipes connecting the second and third enginesbeing larger than those connecting the first and second and so on, andvalves located at the intersection of the connecting-pipes the valvesconnected with each other whereby the direction of motion of the enginesmay be simultaneously reversed, of means for controlling the originalsupply of motive power to the first of the engines and means fortemporarily interrupting the fiow of this original supply of motivepower before it enters the first engine.

24. The combination with a plurality of rotary engines, pipesalternately connecting the inlet and exhaust ports of each engine withthose of the next, the pipes connecting the second and third enginesbeing larger than those connecting the first and second and so on, andvalves located at the intersection of the connecting-pipes, the valvesconnected with each other whereby the direction of motion ofthe enginesmay be simultaneously reversed, of means for controlling the originalsupply of motive power to the first-of the engines, means fortemporarily interrupting the flow of this original supply of motivepower before it enters the first engine, and a by-pass whereby fullpower may be conveyed to the engine around the last-named means whendesired.

25. The combination with a plurality of engines, of a main pipe forconveying steam thereto, a steam-chest located in the pipeandindependent of the engines, a slide-valve in the steam -chest wherebyvto intermittently interrupt the supply of power to the engines, aby-pass valve consisting of a supplemental pipe connected with the mainpipe on opposite sides of the steam-chest and a valve controlling theadmission of steam to the bypass. a

26. In a motor, the combination with a piston and cylinder-heads, acylinder-band having inlet and exhaust openings therein,adividing-bridge located equidistant between the openings, bearing metalin the dividingbridge, a shaft secured to the piston and projectingthrough the cylinder-heads, stuffingboxes surrounding the shaft,frictionless material in the stufiing-boxes in contact with the shaft,springs bearing against the frictionless material and devices forincreasing or diminishing the tension of the springs whereby to forcethe shaft and consequently the piston against the bearing metal in thedividing-bridge to cause a tight joint between the inlet and exhaustopenings.

27. The combination in a motor, provided with a cylinder, a pistonoperating therein, and a dividing-bridge formed in the cylinder, of ashaft upon which the piston is mounted and means on the shaft foreffecting an adjustment of the piston with relation to the cylinder,said means consisting of bearingblocks held against the shaft by springsand adjustable means for increasing the tension exerted by the springson the bearing blocks whereby to force the piston against thedividing-bridge and automatically and yieldingly retain it in suchposition to form a tight joint.

28. The combination with a motor,the cylinder-band of which is providedwith a dividing bridge or abutment, of cylinder-heads formed withelongated bearings, a shaft received in the bearings, a piston carriedby the shaft, and automatic means whereby to adjust the shaft withrelation to the cylinder-heads in order that the piston may bear againstthe dividing-bridge to maintain a tight joint therebetween.

29. The combination in a motor, the cylinder-band of which has adividing-bridge therein, of cylinder-heads provided with elongatedbearings, a shaft received in the bearings, a piston carried by theshaft, and means in connection with a set-screw for causing theadjustment of the shaft in the bearings Wl]6l6- by the piston isautomatically and yieldingly held against the dividing-bridge tomaintain a tight joint.

30. The combination in a motor, the cylinder-band of which is providedwith a dividing-bridge, of cylinder-heads having elongated bearingsformed therein, a shaft received in the bearings, a piston carried bythe shaft, a stuffing-box on the shaft surrounding the elongatedbearings, a plurality of superposed bearing-blocks angnlarly cut andarranged to pack closely in the stuffingbox, means for automatically andyieldingly retaining the blocks in contact with the shaft and means foradjusting the pressure of the bearing-blocks against the shaft wherebyto automatically hold the piston in contact with the dividing-bridge tomaintain a steam-tight joint.

31. The combination with a piston having a groove therein, of a singleset of cam-plates located in the groove, the cam-plates composed ofangularly-shaped sectionslap-jointed on their adjacent edges, thesections mortised to each other by means of the lap-joints, a bow-springseated in the groove beneath the cam-plates, a pressure-plate situatedbetween the cam-plates and the spring against the respective sides ofwhich plate the spring and cam-plates bear, the opposite end of thespring bearing against the inner wall of the groove in the piston,whereby the cam-plates are pressed upon evenly and forced outward by thetension of the spring.

The combination in a rotary engine, comprising a cylinder, headstherefor and a piston'and cam-plates operating therein, of grit-trapsformed in the cylinder, the traps extending across the cylinder fromside to side, and means whereby access may be had to the traps forcleansing or other purposes.

33. The combinationin a motor comprising a cylinder, heads therefor, andpiston and cam-plates operating therein, of grit-traps formed in thecylinder, the grit-traps extending across the cylinder to one sidethereof, and means whereby access may be had to the traps for cleansingor other purposes.

3t. The combination, in a motor, with cylinder-band, heads therefor, apiston operating therein and a shaft secured to the piston andprojecting through'the heads, the shaft surrounded by stuffing-boxes, ofalubricating means mounted on the cylinder-band, ducts connecting thelubricating means with the interior of the motor through the cylinder-'band whereby the lubricant is gravity-fed, ducts in the cylinder-head toreceive and conduct the lubricant to various portions of the motor, andducts in the stuffing-box whereby to conduct the lubricant to differentpoints on the shaft from the motor.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

HUGH THOMAS DUNN.

Witnesses:

ALFRED F. HIRSCH, BENJAMIN COHEN.

